Railway car side bearing



" Nov. 2, 1948. N. F. LANE: 2,452,940

` y RAILWAY GAR SIDE BEARING y Filed Dec. 14, V1.945 v 2 Sheets-Sheet 1 E I. 1 1in" 0 V`Ncv. 2, 1948.

N. F. LANE RAILWAY CAR SIDE BEARING Filed Dec. 14, 1945 2 sneet-sheet 2 INA/TGR. Y

Patented Nov. 2, 1948 UNITED 2,452,940-

IJWY CAR SIIEG Noah F. Lane; Arkansas? City; Ammette tewater 14, 194s, serai No?. new Gemme'. (oi-tenter u I My inventionielatesto' improvements in' side' bearings forail'road Cars". q v An important object of the in,T ejnti'or1-1 is to provide a side bearing assemblywhich is easily adjusted to various elevations Without vnecess'i` tating removal of therailroajd car toas'hop,

A further object of the" invention' isto' provide a side bearing which whn`assen`1b'1'ed for useu villl not a'llcfw the bearingsliaft and roller to become disengaged fro'rnthe casing o r box.

further objectv of the invention is to provide means whereby the shaft which' carries the roller wiilprevent the separation of the adjustable Wedges from their adjusting pins.

further object of the invention is to: provide et side bearing' which maybe adjusted teven-eus ele ations,` and which may be locked in those adjustedpositions. n

Further objects are to provide side bearing of' the above' mentioned type, Which is simpiein i construction, easy to assemble and disas'se'nble, and which is strong anddurable- Other obiects and advantages of the invention Will be apparent during the courseof the follow.- 'i'rle description Y n t In the eccompeeyine dreifinesfnrmine part Qf this application, and in ,which like nunri'erals are employed to designate like parts throughout mme, l n

Figure 1 is an end e'levati'onof arailroad car truck, shdtving my side bearings appliedl thereto", Figure 2 is a vertical longitudinal section taken `on line 2--2 of Figure 3,

Figure 2e is a side elevation, partly diagrarmatic; showing the adjustable Wedge generally vertical and the generally-sphericalhead threaded through the open end of the 'generally cylindrical recess,

Figure 2b is a similar View, showing the adjustable Wedge a tilted position, benath the shaft shifted to the uppermost position, showing the spherical head retained within the cyliiidri: cal recess,

Figure 3 is a plan View of a side i;\e`a'rin,` ,ein-A bodyirig my: invention,v

Figur'ee is;` a vertical transverse section taken on line 11i-il of Figure 3,

Figure 5 ifs' a side elevation ofY one of th'etdL V,instable Wedges, showing one end in section, and,

' Figure 6 is an end elevation of the Wedge.

In the drawings, wherein for the purposef'of illustration is shown a preferred embodiment o'f my invention, thenumeral 'l designates a raiirad car bolster, arranged above the usual truck `bolster- `8; and pivoted thereto byvmea'ns eibdyingf wedges i8; The f adjustlleuiwdges-2i are 25rd# vi d with substantially cyfi-nl l vertical ref semental-13; errefiged tit' n fue veraf gated slots fis, arid tests' e n te@ n' ermee-S '22 ei the ediestebie wedges emeralvz'l des'igntesa relier; provi-dee with seeding 2a to emovamy-rceivetiie shaft ze.

The reati ze designates eine fefieeeiteei: muy stiegen@ wedges' ai to a tie-heeriewe The adjusting pin 29 is provided at its inner end with a reduced cylindrical neck 33, having a substantially spherical head 34. The spherical head 34 engages within the substantially cylindrical recess 25, and the neck 33 extends through the slot Each adjustable pin 29 is further provided at its outer end with a preferably rectangular extension 35, adapted for engagement with a wrench or the like. Each extension has a transverse opening 36 to receive the end of a locking wire 31.

In operation, the car bolster 1 has its outer or lower surfaces adapted to engage or rest upon the rollers 21, when the car rocks or sWays. When it is desired to vertically adjust the rollers 21 upwardly, the adjustable wedges 2| are shifted longitudinally toward the upper ends of the stationary wedges I8, by turning the adjusting pins 29 in the proper direction. These rollers may ber lowered by turning the pins 29 in an opposite direction. These adjustments may be made without bringing the car to a shop or even removing it from the train. After the adjustments have been made, the wedges 2i may be locked in position by inserting the ends of the wire 31 into the openings 3S. This locks the pins 29 against turning movement.

In assembling the side bearing, the pin 29 may be screwed in for a short distance, slightly beyond the position shown in Figure 2. The Wedge 2| is introduced into the space between the partition I4 and side I6, and is generally vertically arranged with its recess 25 lowermost and generally horizontal. When the wedge 2| is in this position, the head 34 may be threaded into the open end of the recess 25 while the neck 33 enters the slot25. The wedge 2| is now dropped to the horizontal position in engagement with the wedge i8. The wedges 2| are now in the lowered position at the elevation of the lower portion of the opening I1 or slightly beneath it. The roller 21 is now placed between the partitions I4 and the shaft 26 is passed through the opening l1, opening 28 in the roller and through the vertical slots I5. i The shaft 25 now extends beyond the opposite ends of the roller 21` above the wedges 2| and the ends of the shaft 26 are disposed inwardly of the sides I5. The wedges 2i will support the shaft 26 and roller when the roller is released. The wedges 2| are now adjusted upwardly so that the shaft 26 becomes eccentric with the opening I1, and therefore cannot pass through the opening I1. The roller 21 is now adjusted to the uppermost position for engagement with the bolster 1, when it rocks or sways. As the bearing or king pin 9 wears, the roller 21 and shaft 26 are lowered, by manipulation of the wedges 2|, but they are never lowered sufficiently so that the shaft will become concentric With the opening I l and can pass through this opening. The shaft 26 is therefore positively held within the casing II against endwise displacement by the sides I 6, and against vertical displacement by the upper closed ends of the slots I5. The shaft 26 also prevents the wedges 2I from approaching the vertical position so that these wedges could become disconnected from the spherical heads 34, since these Wedges are arranged beneath the shaft 26 and the upward movement of the shaft is limited by engaging the closed ends of the slots l5. Figure 2a shows the wedge 2| in the generally vertical position to thread the head 34 into the recess 25, while Figure 2b shows the shaft 26 in its uppermost position, and the Wedge 2| inclined but not suciently to permit of the separation of this wedge and head 34. The wedge is therefore permanently secured to its adjusting pin 29 when the shaft 26 is in place within the casing.

It is to be understood that the form of my invention herein shown and described is to be taken as a preferred example of the same, and that various changes in the shape, size and Iarrangement of Vparts may be resorted to without departing from the'spirit of my invention orrthe scope of the subjoined claims.

Having thus described my invention, what I claim is:

1. A side bearing assembly for a railway car, comprising a casing including sides and partitions spaced from the sides and from each other, said partitions having elongated generally vertical slots closed at their tops, one side having Y an opening, spaced lower Wedges arranged within the casing, upper adjustable wedges arranged within the casing and supported by the lower wedges, substantially horizontal pins having screw threaded engagement with the casing, self adjusting means connecting the adjustable wedges and pins so that the pins may shift such wedges longitudinally and the wedges may move vertic-ally with respect to the pins, a roller arranged between the partitions and having an opening, a

shaft removably mounted Within the opening and adapted to be arranged inwardly of the sides, the shaft being passed endwise through the opening in the side and held against endwise displacement when it is eccentric with respect to such opening.

2. A side bearing assembly for a railway car, comprising a casing including sides and partitions spaced from the sides and from each other, said partitions having upstanding elongated slots closed at their upper ends, one side having an opening, spaced lower wedges arranged within the casing between the sides and partitions, upper adjustable wedges supported by the lower wedges, the adjustable wedges having generally cylindrical recesses and elongated slots leading into the recesses, adjusting screws engaging the casing and having generally spherical heads to enter the generally cylindrical recesses and Shanks to pass through the slots of the recesses, a roller arranged between the partitions and having an opening, and a shaft removably mounted within the opening of the roller and adapted to be arranged inwardly of the sides and disposed above the upper adjustable wedges, the shaft being passed endwise through the opening in the side and held against endwise displacement when it is eccentric with respect to such opening, the vertical movement of the shaft being limited when it engages the closed ends of the upstanding slots in the partition, the shaft then serving to limit the upward swinging of the adjustable wedges so that they cannot become separated from the generally spherical heads.

3. A side bearing assembly for a railway'car, comprising a casing having inclined faces. adjustable wedges mounted upon the inclined faces, each wedge being provided near one end with a transverse generally cylindrical recess and a slot leading into the side of the recess, the upper end of the recess being open and its lower end closed, an adjusting'screw engaging the casing for c0- action with each adjustablewedge and having a shank and generally spherical head, the head being adapted to be inserted into the open end of the generally cylindrical recess and the shank passed into the slot of the recess, a shaft an ranged above the adjustable wedges, and a. roller carried by the shaft.

4. In a side bearing assembly for a railway car, an adjustable Wedge provided near one end with a transverse generally cylindrical recess having one end open and its opposite end closed and having a transverse slot leading into the recess, and an adjusting screw having a shank and generally spherical head, the head being adapted to be-inserted into the open end of the recess and the shank passed into the slot.

5. A side bearing assembly for a railway car, comprising a casing having inclined faces, adjustable wedges mounted upon the inclined faces, adjusting screws engaging the casing an-d having swiveled connections with the wedges, said screws having extensions to be engaged by a tool, said extensions having transverse openings, a locking wire having its ends inserted into the transverse openings, a roller within the casing, and a shaft carrying the roller and arranged above the wedges.

6. A side bearing assembly for a railroad car,

comprising a casing having inclined faces, ad.

justable Wedges mounted upon the inclined faces, each wedge being provided near one end with a transverse recess and a slot leading into the side of the recess, the upper end of the recess being opened and its lower end closed, an adjusting screw engaging the casing for coaction with each adjustable wedge and having a shank and` head, the head being adapted to be inserted into the open end of the transverse recess and the shank passed into the slot of the recess, a shaft disposed above the adjustable wedges, and a roller carried by the shaft.

yNOAH F. LANE.

REFERENCES CITED The following references are of record in the file or this patent:

UNITED STATES PATENTS Number' Name Date 1,037,511 Norell Sept. 3, 1912 1,112,013 Laughlin Sept. 29, 1914 1,649,189 Rockenstire Nov. 15, 1927 1,722,668 Lane July 30, 1929 

